Car-truck



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J. G. BARBER.

No. 565,421. Patented Aug. 11, 1896.

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J. C. BARBER.

GAR TRUCK.

No. 565,421. Patented Aug. 11, 1896.

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No. 565,421. Patented Aug. 11, 1896.

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J.O.BARBER. GAR TRUGK.

- No. 565,421. PatentedAugull, 1896.

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wv ivzesse 535mm jMwl/m UNITED STATES PATENT OFFICE.

JOHN CL BARBER, OF ST. PAUL, MINNESOTA.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 565,421, dated August 11, 1896.

Application filed December 21, 1895. Serial No- 572,857. (No model.)

To all whom it may concern.-

Be it known that 1, JOHN C. BARBER, acitizen of the United States,residing at St. Paul, in the county of Ramsey and State of Minnesota,have invented certain new and useful Improvements in Car-Trucks; and Ido hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to novel devices and combinations of devices hereinafter described,and defined in the claims.

The truck herein disclosed, in addition to my present invention,involves in a broad point of view certain features of constructiondisclosed and claimed in my prior United States patents, No. 506,460, ofdate October 10, 1893, and No. 528,844, of date November 6, 1894, and inmy application filed of date December 12, 1895.

The preferred form of my invention is illustrated in the accompanyingdrawings, wherein, like letters referring to like parts throughout theseveral views- Figure 1 is a plan view of the truck, some parts beingbroken away and others shown in section. Fig. 2 is a left side elevationof the truck. Fig. 3 is a vertical transverse section, taken through thetruck, substantially on the irregular line X X of Fig. 1. Fig. 4 is adetail view of the truck-bolster, partly in side elevation and partly incentral vertical section. Fig. 5 is a transverse vertical sectionthrough the truck-bolster, taken on the line X X of Fig. 4. Fig. 6 is anend view of the truck-bolster. Figs. 7 and 8 are views, respectively, inside elevation and plan, showing in detail the U-shaped bracket-likecasting forming the combined bolster-columns and spring base or saddleplate. Fig. 9 is a plan view of one of the combined roller-bearingspring cap plates removed.

a are the truck-axles, on the journals of which are mountedjournal-boxes a, held in place by tie-bolts a passing through said boxesand securing the same to the tie-bars b b andtruss-bars b which togetherconsti tute the trussed side frames of the truck.

0 c are the transoms, which, as shown and at their ends by unitedbolster-columns cl,

provided with seats (1 for receiving the ends of the transoms o. Thetransoms are riveted to the bolstercolumns. The said bolstercolumns dare clamped in position between the upper tie-bar b and the lowertruss-bar b b by means of nutted tie-bolts d passing through suitablepassages in said transoms, bolster-columns, and frame-bars b 1) b Asshown and preferred, these bolster-columns d are reduced at theirlower-half portions, so that they are in cross-section transversely ofthe truck but little more than the diameter of the tie-bolts d Thecooperating pairs of bolster-columns d are connected at their lower endsby saddlelike base-plates formed integral therewith and composed of thecentral vertical cross-flange or truss-rib d and the base-plate proper,d". The integrally-formed parts cl d d constitute U shapedbolster-column brackets,which not only support but rigidly connect thepairs of transoms c at their opposite ends. The said parts d d d arepreferably made of cast-steel. The base-plates d are provided with seatsfor the bosses f of elliptical springs f. The said springs f, as shown,are connected in pairs, which are disposed longitudinally of the sideframes of the truck, and are laterally spaced apart, with one thereof oneach side of the lower or reduced portions of the bolster-columns d, asshown in Figs. 1, 2, and 3. The said pairs of springs fare tied togetherlaterally by their common end bolts f and are spaced apart byspacing-spools f thereon, as best shown in Fig. 1. The lower members ofthe spring binders or bosses f rest in the seats 01 of the base-plates dof the bolster-brackets cl d d, and the upper members of said bosses fengage with corresponding recesses or seats 9 on the under surface ofthe combined spring cap and roller-bearing plates g, as shown in Figs. 2and 3. The said plates g have pairs of lugs g as shown in Fig. 9, whichembrace the upper or square portions of the bolster-columns d, as shownin Fig. 2, for preventing the lateral displacement of said plates 9,while permitting free vertical movement thereof on the bolster-columnsas guides. Hence, with the above-described mounting of said springs f,the bolster-columns d, the base-plates d of the bolster-brackets, andthe combined spring cap and bearing plates 9, held and guided by thebolster-colu inns, cooperate to hold the springs f in their true workingpositions against either lateral or endwise displacement. Theabove-described disposition of the elliptic springs f is a greatadvantage, for the reason that the strain from the load thereon will bedistributed longitudinally of the side frames, substantially in linewith the axlejournals. Torsional or sidewise tilting strain on the sideframes and journal-bearings is therefore avoided.

The combined spring cap and bearing plates 9 are provided on their upperfaces with concave seats 9 for the bearing-rollers h.

The truck-bolster is of a novel construction, and will now be described.It Will readily be understood on reference to Figs. 1, 3, 4, 5, and 6.713 represent apair of parallel side plates having their upper edgesturned inward to render the same of angular or halfchannel form. Thesaid plates 7c 7c are tied together and spaced apart by Z-shapedangleirons 71: at their ends, and by upper and lower channel-iron tieplates 1& k respective y, at their central portions. The tie-plates 7070 are provided with coincident holes or passages 7c 79*, respectively,for the king-bolt. (Not shown.) The center plate (not shown) is attachedto the bolster directly over the tie-plate k The side plates 70 7c ofthe bolster-are preferably shaped as shown in Figs. 3 and 4, with theirupper edges left straight and their lower edges dropped on an inclinefrom points near,

their outer ends inward to their central or deepest portions. Truss-bars70 preferably of angle-iron form, are applied to the inner surfaces ofsaid side bars 7c is lengthwise thereof, at or near their lower margins,for rein forcing the same, As shown, said truss-bars 7c are riveted tosaid plates 7c 70 flush with the lower edges thereof at their centralportions, and rising gradually above the same as they extend upward andoutward to the ends of the plates.

Angle-iron central posts 70 are applied to the side plates 70 betweentheir truss-bars 7c and their inturned top flanges, and are riveted-orotherwise made fast to the side plates and the upper central cross-tie kThe Z-shaped end cross-ties 7c are applied with their ends between theinturned top flanges of the side plates 7a 7a and the flanges of thetruss-bars It and are riveted thereto, as shown best in Figs. 3 and 4.

The bolster is shown as provided with the angle-iron lateral stops 70and with seats 7t for the side bearing-rollers for the car-bolster. (Notshown.)

70 are chafing-irons fixed to the side plates of the bolster near theends of the same.

70 are rest-plates fixed to the Z-shaped iron end cross-ties 7.2 and thetruss-bars 70 of the bolster.

From the description above given it must be obvious that the bolster ismade up of rolled forms, such as channel and angle irons, which areshaped, connected, and tied together in such a manner as to be trussedin every direction. In this way a bolster of great strength anddurability can be secured with the use of a comparatively small mass orweight of metal.

m are adjusting-blocks directly below the rest-plates 70 and supportedby the bearingplates 19, which have upturned flanges 13, telescopingwith the ends of the rest-plate 7a, and are also provided on their undersurfaces with concave seats 19 engaging with the roller-bearings h. Theparts m and p are removably held to the part 70 by nutted bolts 123. Theadjusting-blocks m are preferably made of wood. By changing thethickness of the adjusting-blocks m or by substituting others of adifferent thickness the truck-bolster,'and hence the car-body, may bevertically adj usted to bring the coupling parts of the cars to thestandard or proper height for coupling together; but this feature ofconstruction is not herein claimed, the same being fully set forth andclaimed in my application filed of date December 12, 1895.

The bolster-columns of cast-steel formed integral withthe saddle-platesor spring-seats in the form of U shaped brackets give increased strengthand rigidity over prior forms. For example, the corners or junctions ofthe bolster columns, spring base'-plates, and frame-bars are made apoint of great strength instead of weakness, as under the oldconstruction.

The advantage resulting from the described disposition of the ellipticsprings has already been stated.

It will be understood that changes might be made in the minor details ofthe construction without'departing'from the spirit ofmy invention.

What I claim, anddesire to secure by Letters Patent of the UnitedStates, isas follows:

1. A metallic truck-bolster, composed of a pair of parallel side platesreinforced by independent longitudinal truss-bars and bracing andspacing cross-ties uniting said trussed side plates at their ends andcentralportions, substantially as described.

2. A metallic truck-bolster, composed of a pair of parallel side platesreinforced by independent longitudinal truss -bars riveted IIO theretoand bracing and spacing cross-ties uniting said trussed side plates attheir ends and central portions, with said trussed side platesconstructed of greater depth at their central than at their endportions, substantially as and for the purposes set forth.

3. In a car-truck, a truck-bolster, formed by a pair of parallel sideplates, tied together at their ends and central portions by transverseangle-irons, reinforcing truss-bars riveted to said side plates, withtheir central portions of greater depth than their end portions, andcentral truss-posts riveted to said side plates over the central partsof said truss-bars, substantially as described.

4. In a car-truck, a truck-bolster formed by the pair of angle-iron sideplates is is tied together at their ends by the Z-shaped irons k, and attheir centers by the upper channeliron 10 and lower tie-plate 10 thereinforcing truss-bars is, depressed at their centers and riveted tosaid side plates k 74;, and the central truss-posts riveted to said sideplates and extending upward from said truss-bars to the inturned upperflanges of said side plates, substantially as described.

5. In a car-truck, the combination with suitable side frames, transoms,and bolster-columns, of elliptical springs supported by said sideframes, arranged in pairs positioned longitudinally of said side framesand spaced apart laterally to span or embrace the bolstercolumns,substantially as and for the purposes set forth.

6. In a car-truck, the combination with the side frames 1) b 19 of thetransoms c, the U- shaped combined saddle-plate and bolster-columns cl(1 61 having reduced portions, the tiebolts 01 the double ellipticalsprings f positioned longitudinally of the side frames, one on each sideof the reduced portions of said bolster-columns, and a truck-bolstersupported by said springs, substantially as described.

7. In a car-truck, the combination with suitable side frames andtransoms, of double elliptical springs resting centrally in said sideframes and disposed longitudinally thereof, and a bolster-column trussextending between and parallel with the two members of each pair of saiddouble elliptical springs, substantially as described.

8. In a car-truck, the combination with suitable side frames andtransoms, of the bolstercolumns 61 united by the truss-ribs or flanges dand the spring-bases or saddle-plates d formed integral with saidcolumns, and elliptical springs supported by said saddle-plates,arranged in pairs positioned longitudinally of said side frames, andspaced apart laterally to span said truss-ribs or flanges dsubstantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

JOHN G. BARBER. Witnesses:

Enw. DENEGRE, J AS. F. WILLIAMSON.

